Transmission



May ll, 1937. R CHlLTON 2,079,678

TRANSMISSION Filed May 4, 1954 6 Sheets-Sheet 1 R. CHILTON May l1, 1937.

TRANSMI S S ION wm QQ &\\\ l. J\ C Q QN vwN #Q M N *LW NS In. u fhivvUunnh? l .VP Vvvu 7 j? mm j Q Q www QM Y www@ M w Sw l *hf A l L. l/ww All l w. H v NN\ nA/A/ wu W QQN N Qm QQ v \N%\ M. l w NIJ n SR um f 1l M INVENTOR Rohm/ C//f/.fo/v

ATTORNEY May 11, 1937. R, CHMON 2,079,678

TRANSMISSION Filed May 4, 1934 6 Sheeis-Sheet 3 w mi mvENToR ROZHND 'Hfzfom ATTORNEY May 11,Y 1937.

R. CHILTON 2,079,678

TRANSMISSION Filed May 4, 1934 6 Sheets-Sheet 4 R01: AND ch'fzraN R. CHILTON TRANSMI SS ION May ll, 1937.

Filed May 4, 1934 6 Sheets-Sheet 5 INVENTOR ATTORNEY May ll, 1937.

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/Mfarf/IL R. CHILTON TRANSMISSION Filed May 4, 1934 6 Sheets-Sheet 6 ATOREY 1" Patented May 1'1, 1937 "UNITED STATES PATENT OFFICE TRANSMISSION Roland Chilton, Ridgewood, N. J.

Application May 4, 1934, Serial No. 723,889

21 Claims.

bodiment, the novel mechanism herein disclosed being adaptable to a variety of combinations.

(1) Complete and practically instantaneous disengagement of the mechanism from driving torque for shifting;

(2) Practically instantaneous and positive reestablishment of the drive connection immediately upon completion of a gear shift;

(3) Mechanical interconnection of the clutching and gear shifting functions independently of co-ordination by the operator, or automaticcontrol mechanism;

(4) The achievement of a minimum of flywheel or momentum effects at the members engaged by any shift;

(5) Provision of a clutch mechanism requiring a minimum of effort to elfect complete disengagement and reengagement from the power means for shifting;

(6) The provision of automatic means for limiting the maximum rate of acceleration of the driven shaft independently of any skill in clutch manipulation by the operator, and regardless of the suddenness with which the disconnecting clutch may be reengaged and/or of any speed differences which may exist between the clutch members prior to such engagement;

(7) The provision of means whereby the operator may at will modify the maximum rate of acceleration produced by the automatic acceleration limiting means;

(8) To provide automatic means for effecting the interconnected clutching and shifting operations according to requirements, and, when desired, independently of the operator, except insofar as the action may automatically respond to the vehicle speed attained due to operation of the engine throttle control;

(9) To provide the driver with a setting ccntrol whereby he may, from time to time, vary the characteristics determining the vehicle speeds at which the automatic shift into the various gear ratios is effected;

(10) To provide a light control whereby the operator may, at any instant. initiate the automatic shift to higher and lower ratios; and

(11) The provision of a simplified synchronizing means for bringing the parts concerned to unitary speed before gear changing engagement 5 is effected.

While the mechanism of this invention is applicable to otherwise conventional gear shifts, yet the special constant mesh form of gear mechanism of the preferred showing possesses certain 10 advantages, and comes within the scope of the invention.

It will be realized that the skilled driver of a conventional automobile coordinates several functions when executing a quiet shift. In startl5 ing, he must so relate the rate at which he relaxes pressure on the clutch pedal with the rate at which he depresses the accelerator pedal as to avoid stalling the engine or producing an unpleasant rate of acceleration which characterizes the jerky start of an unskilled driver. In changing into a higher gear the driver of the conventional car must de-clutch just before he releases the accelerator pedal, the reverse operation, when in a low gear. giving an objectionably rapid deceleration in the interval before clutch disengagement. He must then wait until the gears to be engaged come to unitary speed (which is accelerated by synchronizing devices), complete the shift; use the accelerator pedal to bring the engine up to clutch speed so that he may engage the clutch without uncomfortable acceleration or deceleration, whereupon he may fully depress the throttle. In changing down, the driving clutch member must be accelerated to effect a quiet shift, either by synchronizing devices which require an appropriate dwell in the middle of the gear shift movement, or by "double-clutching and speeding up the engine, which is beyond the skill of most drivers. The gear clashing resulting from failure to coordinate these operations is the cause for the demand for automatic shifts, and of the diiliculty in providing a satisfactory mechanism-most of those in the prior art tending to be more or less brutal, since they fail to eiect the coordination practiced by a skilled driver.

The transmission of the present invention may be operated either manually or automatically, but in either case the new clutch combination herein disclosed automatically precludes clashing of the gears or excessive car accelerations. The degree ofnoise accompanying a shift, or alternatively, the capacity and time required by the synchronizing devices which prevent such noise, depend mainly upon the flywheel effect of the driven clutch member; and freedom from clutch drag in the disengaged position is a further requirement for proper synchronization, At the same time the clutch must be soft in its action, while,

for quick shifting, instantaneous release and engagement are desired. It also is necessary to have great slipping capacity in the clutch mechanism and these requirements are conflicting,

wherefore they are not met in the conventional single clutch system. Accordingly, in the present invention two distinct forms of clutch are used, firstly (preferably between the engine and the transmission) a. small diameter coil clutch characterized by the extremely lowoperation pressures required and by complete and practically instantaneous engagement and disengagement, and by the very small inertia in its driven member, and secondly, a large diameter pre-loaded multiple plate clutch preferably between the main shaft and the driven shaft characterized by capacity for long and smooth slippage, and not requiring any disengaged position or freedom from drag. Incorporated in this latter clutch is an automatic inertia device which opposes to the clutch spring pressure a force proportional to the rate of acceleration of the driven member whereby the acceleration of the vehicle is limited despite the sudden engagement characteristic of the coil clutch.

In the drawings:

Fig. 1 is a longitudinal axial section on the line of Fig. 3;

Fig. 2 is an inverted plan view in axial section on the line 2-2 of Fig. 3;

Fig. 3 is an end sectional view on the line 3-3 of Fig. 1;

Fig. 4 is a rear end view with the rear cover removed;

Fig. 5 is a longitudinal section on the line 5-5 of Fig. 3;

Fig. 6 is a development of the control cam;

Fig. '7 is a development of the ball tracks of the automatic acceleration limiting device;

Fig. 8 is a fragmentary end view of the shifter forks and cam;

Fig. 9 is a fragmentary transverse section through the coil clutches on the line 9-9 of Fig. 1:

Fig. 10 is a detail sectional view through a synchronizing device on the line |0|0 of Fig. 1; and

Fig. 11 is a detail sectional view through the control valve on the line of Fig. 2.

Referring rst to Fig. 1, |0 designates a ilywheel secured to a conventional automobile crankshaft |2 by bolts |4 and furnished with driving' studs I8. The engine has the usual rear plate |8 to which is bolted the transmission housing 20.

Engaged with the driving studs I8 is the driving plate 22 of the outer clutch drum 24 which has splined projections 28 at its right hand end, and angular splines 28 at its left hand end. Clutch coils 30 and 3| have end splines engaging the driving drum splines 28, 28, and frictionally engageable within these coils is the driven drum 32 characterized by its lightness and small diameter. The coils 30 and 3| in free position llt snugly inside the drum 24 and so clear the drum 82 except when the key 34 is forced radially inwards by the conical recess 38 in the control sleeve 38 under the action of the light clutch spring 40. The actuating key 34 in this specific embodiment straddles the adjoining ends of the aoraevs coils 30, 3|, Fig. 9, as is appropriate to the case where two-way driving action is desired.

'I'he main shaft of the transmission is shown at 42 and is carried by the pilot bearing 44 in the flywheel I0 and by the rear bearing 48 in the housing 20. Mounted for free rotation with the bushing 48 on the main shaft 42 is the stem gear 50 which is splined at 82 into the driven clutch drum 32 and supported on the bearing 84 in the housing 20. The clutch drum 32 is additionally centralized upon the main shaft 42 by the thick bushing i8. l

Mounted in bearings 58, 80, in the housing 20 is the lay-shaft 62 having the integral reverse gear 64 and carrying the spline-mounted constant mesh gear 86 through its sleeve 68. Ro-

I tatable upon this sleeve is the ilrst speed layshaft gear 10 having the sleeve 12, and again rotatably mounted upon this sleeve is the second speed lay-shaft gear 14. The gears 14 and 10 are together slidable upon the gear sleeve 68 by the shifter fork 18. The main shaft 42 is splined at 18 for mounting the second and first main shaft gears 80, 82, slidable through the shift fork 84. The gears 88, 10, and are provided with internal teeth 88, 88 and 80 engageable respectively with the ends of the teeth of the gears 14, 64 and 50, these engagements comprising dog clutches. A reverse idler gear 92 on the spindle 94 (Fig. 3) is in permanent mesh with the pinion 64 and engageable with the gear 82 when this is moved to the right of Fig. 1. 1

The main shaft 42 is provided at its right hand end with an extension 86 upon which is rotatably mounted on bushings 9,8, 99, the hollow driven shaft |00 having the clutch drum |02. The main shaft is further provided with an enlarged splined portion |04 with which are engaged the inner clutch plates |06 between which are frictionally engaged the outer clutch plates' |08, splined at |09 into the clutch drum |02. A pressure plate ||4 engages a shoulder ||5 forming an abutment -for the clutch plate assembly under the pressure of the clutch spring ||6 adjustable by the nut ||8 upon the extension 96 ofthe main shaft. Mounted for limited rotational freedom around the clutch is the inertia member |20 axially adjustable by the thrust nut |22, and furnished with the inertia weights |24; the number used comprising an adjustment of the clutch acceleration characteristics.

The driven shaft |00 carries the flanged sleeve |28 for attachment of the usual propeller shaft universal joint. The flanged sleevev |28 is provided with an opening |21 for adjustment of the clutch spring nut ||8, and the nut ||0 clamps the'sleeve |26 and the oil pump gear 2|2 and the inner race of the thrust bearing |28, the outer race of which has a draw collar |29 engaging the levers |30 on the control shaft |32, which carries the clutch pedal |34.

The unloading or `acceleration limiting device includes sloping tracks |38, Fig.' 7, formed respectively in the inertia member |20 and the clutch drum |02 and separated by the balls |40 retained by the cage |42. It will be noted that the rear cover |44 is provided with a bushing |46 for the support of the drive shaft 00 with the flanged sleeve |26.

The shifter forks 16, 84, are slidable on xed rods |48, |50 (Figs. 3, 8, 2) and have integral pins |52, |54, engaged in cam grooves |56, |58, in the cam drum |60 secured for rotation with the shaft |62 mounted in the bearing |84 and bushing |68. The shaft |62 is provided with a pinion |68 meshed with the rack teeth |10 inthe plunger |12 slidable in the bore |14 in the housing 20 (Fig. 3).

Formed in the housing 20 is the cylinder |16 in which is fitted the piston |18 having the rod |80 slidable through the bushing |82 against the pressure of the control spring |84. The downward action of the spring is limited by the shoulder |86 of the sleeve |90 engaging the abutment |82. The upper ends of both the rack plunger |12 and of the piston plunger.|80 are grooved to engage the ends of a T-piece |94, Fig. 2. formed integral with the lever |86 secured to the shaft |88 to which is secured the manual shift lever 200. ,A

It will be seen that the rack |12 and the piston |18, |80, are connected for simultaneous vertical travel by the T-piece |94 of the lever |96. The cylinder |16 has by-pass ports 202 at its lower end and an oil inlet passage 204, connected as 20 indicated by the dotted lines at 206, (Fig. 4) to the deliveryside of an oil pump 208 driven by the gears 2|0, 2|2, from the driven shaft |00. The inlet port 204 is provided with a bleed orifice 2|4, (Fig. 11), adjustable by the valve spindle 2|6, which is screw-threaded at its upper end as at 2|8 into the housing 20 and provided with a lever 220 connected to a drivers control (not shown).

The cam drum |60 is provided at its left hand end with depressions 222 (Figs. 5, 6, 8), forming a face cam for actuating the tappet 224 adjustably fixed in the boss 226 of the clutch fork 228 which is slidable on an extension of the shifter rod |50 and which fork engages the shoulder 280 of the clutch control collar 38.

The operation of the device is as follows: Whenever the control shaft |98 is moved, either through the hand control lever 200 or bythe spring and hydraulic reactions on the automatic piston |18, the rack |10, |12, is moved vertically, rotating the cam drum |60 through its pinion |68 and actuating the appropriate shifter fork, through the cam slots |58, |58, to the right or left as will be clear from the cam development view of Fig. 6. The clutch actuating depressions 222 in the end of this cam are so related to the cam slot profiles that the clutch tappet 224 falls into one of these depressions whenever ya gear is fully engaged thus releasing the clutch control sleeve 38 to the action of the clutch spring 40 which engages the coil clutch 30 through the tapered actuating key 34 as previously described. Initial rotation of the cam drum from any ingear position moves the tappet 224 and therefore the clutch fork 228 to the left of Figs. 2 and 5 releasing the coil clutch, which release is complete before the cam slots start to move the associated shifter fork pin as will be clear by noticing the initial parallel conformation of these cam slots on either side of the various in-gear positions designated on Fig. 6. Continued motion of the cam drum first completely retracts the gear being disengaged to neutral position and then holds lt there while the succeeding gear is engaged, whereupon the clutch fork'tappet 224 falls into the succeeding depression 222, reengaging the coil clutch. as previously described.

Coil clutches of this character tend towards sudden engagement which produces high acceleration of the driving or inner plates |06 of the inertia control clutch. The floating inertia member |20, however, will lag behind any such instantaneous acceleration of the clutch, thus exerting an opposing pressure against the clutch spring |l6 through the inclined tracks |88 and balls |40 previously described. Thus, by a suitable balance between the angularity of these tracks and the adjustment of the clutch spring H6, and by a suitable selection of the inertia weights |24 the clutch is made to slip whenever a pre-determined maximum acceleration of the driven shaft is reached. This factor is preferably pre-set at a. high rate of acceleration which may, at any time, be reduced by the driver by applying appropriate pressure to the clutch pedal |34 which also opposes the clutch spring ||6 through the clutch control shaft |82 and the clutch thrust bearing |28, causing the clutch to slip at a lower torque.'

It should be emphasized that this does not lnvolve any actual depression of the pedal |34 or any timed or coordinated pressure thereon; the eiect of the driver resting his foot on this pedal being that the optimum accelerations transmitted through the acceleration limiting clutch are reduced in proportion to the pressure applied to the pedal continuously throughout manual or automatic gear shifting. 4

It will further be evident that the cam mechanism provides a straight-through type of shift lever action to go through the successive gears in place of the more common selective or gate type of shift involving lateral motion of the shift lever.

While the cam drum |60 and the hydraulic actuating piston |18 have been drawn in that neutral position which lies between first and second gears, theA normal position with the vehicle stopped will be in neutral between first and reverse. The shift at starting into rst or reverse is made manually through the lever 200, the initial movement disengaging the coil clutch 30 as previously described, and the further movement engaging first or reverse gears accordingly, as the lever is shifted forward or backwards. In this neutral position between first and reverse the by-pass ports 202 in the cylinder |16 bridge the piston |18, and the pressure from the spring |84 is taken by the collar |86 of the sleeve |80 whereby the piston is freed from both spring and. hydraulic pressure. It will Aalso be noted that the correlation of the clutching and shifting functions is automatically derived from movement of the lever 200 through the cam |60 and the tappet 224, as previously described, without clutch pedal manipulation by the driver.

However, as the vehicle moves forwardly in rst gear the oil pressure pump 208 builds up pressure under the piston |18 in proportion to the speed of the driven 4shaft |00 (which is proportional to the speed of the vehicle) which proportion, however, may be varied by the setting of the bleed valve 2|6. Upward motion of 'the piston |18 is resisted by the spring |84, and also by the clutch actuating tappet 224 which must be lifted out of its depressions 222 in the cam |60 against the pressure of the clutch spring 40 before the piston can rotate the cam. It will be noted that these depressions are of arcuate profile, giving a decreasing resistance to the rotation of the cam as the tappet 224 is lifted towards disengagement of the coil clutch. Thus, when the hydraulic pressure on the piston |18 builds up from increasing vehicle speed sufficiently to initiate rotation of the cam, this rotation will continue until thetappet 224 falls into the succeeding depression 222, whereupon the shift into the succeeding gear ratio has been completed andthe coil clutch re-engaged. At the same time the movement of the piston |10 has built up increasing pressure on the spring |04 requiring increased vehicle speed to build up the increased hydraulic pressure required to effect a shift into the next successive higher gear.

If, however, while in any specific gear ratio, the driver desires to accelerate the next shift he has only to open the bleed valve 2I6 to drop the pressure beneath the piston |10 whereupon the spring I 04 will move the mechanism to the next lower gear. Conversely, reducing of the opening of the bleed valve 216 will initiate an automatic shift into higher gear by increasing the hydraulic pressure. y

It will now be seen that after the rst gear has been manually engaged the subsequent shifts are automatic and occur at vehicle speeds depending upon the setting of the bleed valve.

It should further be seen that whenever the car in traveling in one of the higher gears is slowed down, as by a gradient, to the point where the hydraulic pressure falls suillciently below that of the spring |84 to turn the cam i60 against the restraining pressure of the clutch actuating tappet 224, the mechanism will automatically change down into the next lower ratio.

Because of the practically instantaneous action characteristic of the coil type of clutch, and because of the extremely small inertia of its driven member, it will be practicable to engage the gears or gear clutches without waiting for speed synchronization between them, and further, because of the absence of drag which also characterizes coil clutches, extremely fast shifting action may be realized. This will make it possible for the driver, after his initial start into first gear, to keep the engine accelerator continuously depressed whenever he desires maximum acceleration. The clutch disengaging period will be shorter than normal and therefore the acceleration of the engine under open throttle during shifts will be reduced. Even without this feature, the surge which usually accompanies clutch engagement with the engine speeded up will be suppressed by the automatic slippage of the acceleration limiting clutch, all without manipulation or skill of the driver. These factors will enhance the acceleration performance of the car through the successive gears, which is a maximum when each shift is delayed until the engine has got toits speed of maximum horse power which can be arranged-thru the appropriate setting of the bleed valve. When lessthan-optimum acceleration is desired, i. e., when it is desired to go through the gears without reaching high engine speeds, the desired result is effected by having the bleed valve in a more closed position.

Although it is a feature of this invention that the driven member 32 of the coil clutch adds very little to the inertia of the gear system, so that rapid gear shifting will be practicable without waiting for synchronization of the gears, it will be obvious that any known type of synchronizing device may be incorporated if desired. For reasons of simplicityand compactness, however, the special form of spring ring synchronizing device shown in end view in Fig. 10 is preferred, three of these devices appearing in section in Fig. 1. For instance, it will be noted that before the internal teeth 90 of the second speed main shaft gear 80 can engage the end of the stem gear teeth 50 by leftward travel of the gear 00, the spring ring 300 which is engaged in a suitable groove in an extension 302 of the gear aovasvs.

00 will be forced to pass through the reduced diameter clutching surface 304 of the gear 50 which has a tapered entrance and exit as shown. The ring 300 is inturned at one end as seen at 306, Fig. 10, to engage a transverse slot cut through the projection 302 whereby the ring is restrained to rotate with its associated gear. The free diameter of the ring is such that it generates a substantial frictional. drive between the gears to be engaged as the ring is contracted in passing through the reduced diameter clutching surface 304.

'I'he layshaft, as previously described, comprises the rigidly connected gears 64 and 66 with which the independently rotatable gears 'i4 and 'i0 are respectively to be synchronized, and since more room is aiorded at the large gear 88, both synchronizing devices are incorporated at this end of the shaft, the inner spring ring is held to rotation with the sleeve 12 of the gear 10, and the outer ring is held to rotation with the annular extension 308 of the gear 66 as just described in the case of the direct drive synchronizing spring 300.

While I have described my invention in detail in its present preferred embodiment, it will be obvious to those skilled in the art, after understanding my invention, that various changes and modifications may be made therein without departing from the spirit or scope thereof. I aim in the appended claims to cover all such modifications and changes.

What is claimed is:

l. The combination with a gear shift transmission, of a coil clutch adapted to engage and disengage the transmission from a power means, and a permanently frictionally engaged clutch adapted for slippage when the engagement of the first said clutch would otherwise produce excessive acceleration.

2. The combination with a transmission, of a first clutch adapted for quick engagement and disengagement, a second clutch permanently engaged and adapted to slip under abnormal loads, said clutches being respectively associated with driving and driven shafts of said transmission, and torque-responsive means giving self-gripping characteristics in the first said clutch when engagement thereof is initiated.

3. The combination with an engine and a gear shift mechanism therefor, of a coil clutch adapted for prompt driving connection and disconnection of the transmission and the engine, and a second clutch in permanent frictional engagement and adapted for slippage to compensate for any sudden engagement of the rst said clutch.

4. The combination with a gear shift mechanism having driving and driven shafts, of a clutch adapted for quick and complete engagement and disengagement of the driving shaft with a power means, and a second clutch interposed in said driven shaft and permanently frictionally engaged for slippage in suppression of abnormal driving effort upon said driven shaft, the first said clutch comprising servo means giving a self-gripping action when engagement is initiated.

5. The combination with a transmission having shiftable gears, of an engageable and disengageable coil type clutch, and cam means adapted to disengage said clutch, to disengage one of said gears, to engage another of said gears, and to re-engage said clutch in the order stated.

6. The combination with a transmission having gears slidable into and out of engagement, of

a self-wrapping clutch adapted to connect and disconnect said transmission to a power source, and a cam having proles adapted respectively and in the sequence stated to disengage said clutch, to disengage one of said gears, to engage another of said gears, and to re-engage said clutch.

7. The combination with a transmission including two gear shifting means, of a clutch engaging and dis-engaging means, a clutch organized for self-locking action when engagement is initiated by the second said means, and a rotatable drum having cam profiles engaged respectively with each said shifting means and said clutch engaging means. said profiles being organized to successively disengage said clutch, move one of said shifting means to neltral position, move the other shifting means to gear engaged position and then to re-engage said clutch, as said drum is rotated.

8. In a transmission having a plurality of gears shiftabie to engaged and neutral positions, in combination, a self-energizing clutch, a clutch actuating member adapted to initiate engagement and disengagement of said clutch with a power means, and a cam having clutch and gear actuating profiles so corelated that rotation of `the cam from any gear-engaged position will first disengage the clutch, secondly disengage the gear, thirdly engage another gear, and fourthly re-engage said clutch.

9. The combination of a disengageable clutch adapted for actuation intoY self-gripping condition, a frictionally engaged clutch adapted for slippage when said gripping occurs, and change speed gearing drivably connecting said clutches.

10. 'Ihe combination with a transmission, of a non-slipping clutch, control means adapted to actuate the said clutch to drivably engage and disengage a power means, and a second clutch adapted to slip under any excessive accelerations produced by the first said clutch, said transmission being interposed between said clutches.

l1. The combination with a transmission, of a drum, a coil adapted to clutch the drum against slippage when contact is established, a second clutch having plates pre-loaded into frictional driving contact, and inertia means adapted to reduce said pre-load to promote slipping in suppression of excessive acceleration.

12. The combination with a plurality of shiftable gears, of a disengageable clutch having self gripping characteristics, means to actuate said clutch into disengaged or self-gripping condition, cam means mechanically corelatng the gear shifting and clutch actuation, and a pre-engaged friction clutch adapted to slip under excessive accelerations. l

13. The combination with a disengageable selflocking clutch and a transmission having a number of selectively engageable gears of various ratios, of a shifter cam having a corresponding number of gear engaging positions and interconnected with said clutch so as to eiect engagement thereof when in each of said positions and disengagement when in any intermediate position.

14. 'I'he combination with a disengageable driving clutch and a transmission having a number of selectively engageable gears of various ratlos. of a shifter cam having a corresponding number of gear engaging positions and inter-connected with said clutch so as to effect engagement thereof when in each of said positions and disengagement when in any intermediate position, means responsive to the speed of one of said gears adapted to urge the cam towards the position of higher ratio, and spring means urging the cam towards the position of lower ratio.

15. In a transmission having gears shiftable to include high gear, low gear, and neutral positions, in combination, a clutch operable into and out of driving engagement, a gear shift cam having gear actuating proles including high, low, and neutral positions, means associated with said cam to effect engagement of said clutch when the cam is in any in-gear position, and to disengage the clutch in all intermediate positions, speed responsive means urging the cam to high gear position, and spring means urging the cam to low gear position.

16. `In apparatus of the class described, in combination, a disengageable clutch operable into self-locking driving relation, a permanently engaged friction clutch, inertia means adapted to promote slippage of the last said clutch whenever a predetermined rate of acceleration would otherwise be exceeded, and speed changing mechanism drivably connecting said clutches.

17. The combination with a driving means and driven means, of a gear transmission therebetween including a disengageable clutch actuable into self-gripping driving relation with one of said means, and a permanently engaged friction clutch in the other means organized for slippage under any excessive loads generated when the rst said clutch grips.

18. In apparatus of the class described, in combination, a coil type clutch, a multiple plate clutch, and change speed means drivably connecting said clutches, the second said clutch being adapted for slippage whenever engagement of the rst said clutch would otherwise produce excessive accelerations.

19. The combination with a clutch operable into engaged and disengaged positions, of a transmission having gears selectively engageable and including high and low gear and neutral positions, a gear shifting cam having corresponding positions, and a plunger yieldingly restraining said cam in each in-gear position and adapted to disengage the clutch when the cam moves from such position.

20. The combination with a clutch operable into engaged and disengaged positions, of a transmission having gears selectively engageable and including high and low gear and neutral positions, a gear shifting cam having corresponding positions, a plunger yieldingly restraining said cam in each in-gear position and adapted to dis-- engage the clutch when the cam moves from such position, and automatic speed-responsive means to move the cam.

2l. The combination with a transmission affording various speeds between a driving and a driven shaft, of a clutch associated with the driven shaft and frictionally pre-engaged for slipping under excess loads, and a second clutch adapted for non-slipping engagement of the driving shaft with a source of power.`

- ROLAND CHILTON. 

